International Journal of Innovative Research in Science, Engineering...
Transcript of International Journal of Innovative Research in Science, Engineering...
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 80
Performance Evaluation of Mohr Oil Based
Biodiesel in Low Grade Low Heat Rejection
Diesel Engine
T. Ratna Reddy1, M.V.S. Murali Krishna
2, Ch. Kesava Reddy
3 and P.V.K.Murthy
4
Research Scholar, Mechanical Engineering, Rayalaseema University, Karnool, Andhra Pradesh, India1, 3
Mechanical Engineering, Chaitanya Bharathi Institute of Technology, Gandipet, Hyderabad, Andhra Pradesh, India2
Vivekananda Institute of Science and Information Technology, Shadnagar, Mahabubnagar, Andhra Pradesh, India4
Abstract: Investigations were carried out to evaluate the performance of a low grade low heat rejection (LHR) diesel engine
with ceramic coated cylinder head with 3-mm air gap with different operating conditions [normal temperature and pre-heated
temperature] of mohr oil based biodiesel (MOBD) with varied injection pressure and injection timing. Performance parameters
of brake thermal efficiency, exhaust gas temperature, volumetric efficiency and sound intensity were determined at various
values of brake mean effective pressure (BMEP).Exhaust emissions of smoke and oxides of nitrogen (NOx) were recorded at
the various values of BMEP. Combustion characteristics at peak load operation of the engine were measured with TDC (top
dead centre) encoder, pressure transducer, console and special pressure-crank angle software package. Conventional engine
(CE) showed compatible performance, while LHR engine showed marginally increased performance with MOBD operation at
recommended injection timing and pressure. The performance of both version of the engine improved with advanced injection
timing and at higher injection pressure when compared with CE with pure diesel operation. The optimum injection timing was
33obTDC for CE while it was 29.5
obTDC with LHR engine with MOBD operation. Peak brake thermal efficiency increased by
13%, at peak load operation- brake specific energy consumption (BSEC), coolant load, volumetric efficiency, smoke levels and
sound intensity decreased by 4%, 15%, 7%, 27%, 24% respectively while NOx levels increased by 47% with MOBD operation
on LHR engine at its optimum injection timing when compared with diesel operation on CE at manufacturer’s recommended
injection timing of 27obTDC. (Before top dead centre)
Keywords: Mohr oil, Bio-diesel, CE, LHR engine, Fuel Performance, Exhaust Emissions, Sound Intensity, Combustion
Characteristics. I. INTRODUCTION
The search for alternate fuels has become pertinent, as fossil fuels are depleting, the pollution levels with fossil fuels are
increasing and also there is increase of burden on economy sector of Govt. of India. Vegetable oils and alcohols are promising
substitutes of fossil diesel fuels as they are renewable in nature. Alcohols have low cetane number and engine modification is
necessary for use in diesel engines. That too, most of the alcohols produced are diverted to Petro-chemical industries in India.
On the other hand, the properties of the vegetable oils are similar to those of diesel fuel and they can be easily produced.
Rudolph diesel, the inventor of the engine that bears his name, experimented with fuels ranging from powdered coal to peanut
oil.
Several researchers [1-5] experimented the use of vegetable oils as fuel on conventional engines (CE) and reported that the
performance was poor, citing the problems of high viscosity, low volatility and their polyunsaturated character. Not only that,
the common problems of crude vegetable oils in diesel engines are formation of carbon deposits, oil ring sticking, thickening
and gelling of lubricating oil as a result of contamination by the vegetable oils.
These problems can be solved, if neat vegetable oils were chemically modified to bio-diesel [6]. The process of converting the
oil into methyl esters or biodiesel was carried out [6] by heating the crude oil at around 60-70oC with the methanol in the
presence of the 0.5% of catalyst (Sodium hydroxide) based on weight of the oil for about 3 hours. At the end of the reaction,
excess methanol was removed by distillation and glycerol, which separates out was removed. The methyl esters were treated
with dilute acid to neutralize the alkali and then washed to get free of acid, dried and distilled to get pure vegetable oil esters.
These biodiesels have low viscosity and low molecular weight compared to crude vegetable oil. Investigations were carried out
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 81
[7-14] on biodiesel in CE and reported compatible performance with biodiesel in comparison with pure diesel operation on CE.
The drawbacks of crude vegetable oil and biodiesel call for LHR engine.
The concept of LHR engine is to minimize heat loss to the coolant by providing thermal insulation in the path of the heat flow
to the coolant. LHR engines were classified depending on degree of insulation as low grade LHR engines, medium grade LHR
engines and high grade LHR engines. Low grade LHR engines consisted of thermal coatings on piston, liner and cylinder head
with low thermal conductivity materials, medium grade LHR engines provide an air gap in the piston and other engine
components with superni (an alloy of nickel), cast iron and mild steel etc., while high grade LHR engine was the combination of
low and medium grade LHR engines.
Ceramic coatings provided adequate insulation, improved brake specific fuel consumption (BSFC) as reported by various
researchers. However previous studies with pure diesel in LHR engine with ceramic coated components revealed that the
thermal efficiency variation of LHR engine not only depended on the heat recovery system, but also depended on the engine
configuration, operating condition and physical properties of the insulation material. Experiments were conducted with pure
diesel on LHR engine with ceramic coating. Experiments were conducted on LHR engine [15] with cylinder head, valves and
pistons of the engine coated with plasma spray zirconium with the thickness of 0.5 mm and it was reported that In comparison
to CE, SFC was decreased by 6 %, and BTE was increased by 2%. The available exhaust gas energy of the LHR engine was 3–
27% higher for the LHR engine compared to the standard (STD) Diesel engine. Tests were performed [16] on a six cylinder,
direct injection, turbocharged diesel engine whose pistons were coated with a 350 microns thickness of MgZrO3 over a 150
micron thickness of NiCrAl bond coat. CaZrO3 was employed as the coating material for the cylinder head and valves. The
results showed that 1–8% reduction in BSFC could be achieved by the combined effect of the thermal barrier coating (TBC) and
injection timing. On the other hand, NOx emissions were obtained below those of the base engine by 11% for 18obTDC
injection timing. It was [17] explained that compared with CE, LHR engine with ceramic coating on piston crown and inner
side of cylinder head with pure diesel operation, the engine power was increased by 2%, the engine torque was increased by
1.5–2.5 %, and SFC was decreased by 4.5–9 %.
Crude vegetable oil was used [18] in LHR engine with ceramic coated cylinder head and reported that marginal improvement in
thermal efficiency and it increased with advanced injection timing and with increase of injection pressure.
Biodiesel was used as fuel in LHR engine with ceramic coating on engine components.
Experiments were conducted [19] on turbo charged diesel engine converted as low heat rejection diesel with ceramic coating on
cylinder head with sunflower oil based bio-diesel and reported that LHR engine improved thermal efficiency and exhaust gas
temperature before the turbine inlet was increased for both fuels in the LHR engine. Experiments were conducted [20] on LHR
diesel engine with ceramic coated material MgO–ZrO2 on cylinder head, exhaust, and inlet valves while the piston surface was
coated with ZrO2 with canola methyl and reported that increase in engine power and decrease in specific fuel consumption, as
well as significant improvements in exhaust gas emissions and smoke density with LHR engine when compared with
conventional engine. Experiments were conducted [21] on LHR engine with ceramic coated piston crown, liner and inner
surface of cylinder head with palm oil based bio-diesel and reported that LHR engine reduced smoke and marginally increased
NOx emissions and thermal efficiency. Experiments were conducted [22] on LHR engine with ceramic coating (thickness- 500
microns) on piston crown, cylinder head, valves and cylinder liner with jatropha oil based bio-diesel and reported improvement
in the efficiency and pollution levels except NOx emissions. In this study, for the first time, fly ash was used [23] as a thermal
barrier coating material for engine combustion chamber elements such as cylinder head, cylinder liner, valves and piston crown
face to a thickness of 200 μm by using plasma spray coating method and experiments were carried out on LHR diesel engine
fueled by methyl ester of rice bran, pongamia oil and its blend (20% by volume) with diesel. An increase in engine power and
decrease in specific fuel consumption, as well as significant improvements in exhaust gas emissions (except NOx) were
observed for all test fuels used in LHR engine when compared with that of the CE. Experiments were conducted [24] on LHR
engine with Y2O3-ZrO2 (yttria-stabilized zirconia) layer of 0.35 mm thickness over a NiCrAl bond coat of 0.15 mm thickness
over the cylinder head and valves of the test engine with sunflower oil based bio-diesel and reported that brake-specific fuel
consumption (BSFC) and brake thermal efficiency were improved with biodiesel. Experiments were conducted [25] with
pongamia oil and jatropha oil based biodiesel in high grade LHR engines and reported performance improved with LHR engine.
The present paper attempted to evaluate the performance of LHR engine, which contained ceramic coated cylinder head with
different operating conditions of MOBD with varying engine parameters of change of injection pressure and timing and
compared with pure diesel with CE at recommended injection timing and injection pressure.
II. METHODOLOGY
The properties of MOBD and diesel fuel were presented in Table 1.
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 82
TABLE I
PROPERTIES OF TEST FUELS
Partially stabilized zirconium (PSZ) of thickness 500 microns was coated on inside portion of cylinder head. Experimental
setup used for the investigations of LHR diesel engine with MOBD is shown in Figure 1.
Fig.1 Experimental Set-up
1.Engine, 2.Electical Dynamo meter, 3.Load Box, 4.Orifice meter, 5.U-tube water manometer, 6.Air box, 7.Fuel tank, 8,
Pre-heater, 9.Burette, 10. Exhaust gas temperature indicator, 11.AVL Smoke meter, 12.Netel Chromatograph NOx
Analyzer, 13.Outlet jacket water temperature indicator, 14. Outlet-jacket water flow meter, 15.Piezo-electric pressure
transducer, 16.Console, 17.TDC encoder, 18.Pentium Personal Computer and 19. Printer.
CE had an aluminum alloy piston with a bore of 80-mm and a stroke of 110-mm. The rated output of the engine was 3.68 kW at
a speed of 1500 rpm. The compression ratio was 16:1 and manufacturer’s recommended injection timing and injection pressures
were 27obTDC and 190 bar respectively. The fuel injector had 3-holes of size 0.25-mm. The combustion chamber consisted of a
direct injection type with no special arrangement for swirling motion of air. The engine was connected to electric dynamometer
for measuring its brake power. Burette method was used for finding fuel consumption of the engine. Air-consumption of the
engine was measured by air-box method. The naturally aspirated engine was provided with water-cooling system in which inlet
temperature of water was maintained at 60oC by adjusting the water flow rate. Engine oil was provided with a pressure feed
system. No temperature control was incorporated, for measuring the lube oil temperature. Copper shims of suitable size were
provided in between the pump body and the engine frame, to vary the injection timing and its effect on the performance of the
engine was studied, along with the change of injection pressures from 190 bar to 270 bar (in steps of 40 bar) using nozzle
testing device. The maximum injection pressure was restricted to 270 bar due to practical difficulties involved. Exhaust gas
temperature (EGT) was measured with thermocouples made of iron and iron-Constantan. Emission levels of smoke and NOx
were recorded by AVL smoke meter and Netel Chromatograph NOx analyzer respectively at various values of BMEP. Sound
intensity was measured with Sound analyzer at different values of BMEP. Piezo electric transducer, fitted on the cylinder head
to measure pressure in the combustion chamber was connected to a console, which in turn was connected to Pentium personal
computer. TDC encoder provided at the extended shaft of the dynamometer was connected to the console to measure the crank
angle of the engine. A special P- software package evaluated the combustion characteristics such as peak pressure (PP), time
of occurrence of peak pressure (TOPP), maximum rate of pressure rise (MRPR) and time of occurrence of maximum rate of
Test Fuel Viscosity at
25oC
(Centi-poise)
Density at
25oC
Cetane number Calorific value
(kJ/kg)
Diesel 12.5 0.84 55 42000
Mohr oil (esterified)
(MOBD)
53 0.87 55 37500
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 83
pressure rise (TOMRPR) from the signals of pressure and crank angle at the peak load operation of the engine.
Pressure-crank angle diagram was obtained on the screen of the personal computer. The accuracy of the instrumentation used
was 0.1%.
III. RESULTS AND DISCUSSION
A. Performance Parameters
Figure 2 indicates that CE with MOBD showed compatible performance for entire load range when compared with the pure
diesel operation on CE at recommended injection timing. Although carbon accumulations on the nozzle tip might play a partial
role for the general trends observed, the difference of viscosity between the diesel and MOBD provided a possible explanation
for the compatible performance of the engine with MOBD operation. In addition, less air entrainment by the fuel spay suggested
that the fuel spray penetration might increase and resulted in more fuel reaching the combustion chamber walls. Furthermore
droplet mean diameters (expressed as Sauter mean) were larger for MOBD leading to reduce the rate of heat release as
compared with diesel fuel. This also, contributed the higher ignition (chemical) delay of the MOBD due to lower cetane
number.
Fig.2. Variation of brake thermal efficiency (BTE) with brake mean effective pressure (BMEP) in conventional engine (CE) at different injection timings with
mohr oil based bio-diesel (MOBD) operation.
According to the qualitative image of the combustion under the MOBD operation with CE, the lower BTE was attributed to the
relatively retarded and lower heat release rates. BTE increased with the advancing of the injection timing in CE with the MOBD
at all loads, when compared with CE at the recommended injection timing and pressure. This was due to initiation of
combustion at earlier period and efficient combustion with increase of air entrainment in fuel spray giving higher BTE. BTE
increased at all loads when the injection timing was advanced to 33obTDC in the CE at the normal temperature of MOBD. The
increase of BTE at optimum injection timing over the recommended injection timing with MOBD with CE could be attributed
to its longer ignition delay and combustion duration. BTE increased at all loads when the injection timing was advanced to
33obTDC in CE, at the preheated temperature of MOBD. The performance improved further in CE with the preheated MOBD
for entire load range when compared with normal MOBD. Preheating of the MOBD reduced the viscosity, which improved the
spray characteristics of the oil and reduced the impingement of the fuel spray on combustion chamber walls, causing efficient
combustion thus improving BTE.
Curves from Figure 3 indicate that LHR version of the engine showed improvement in the performance for entire load range
compared with CE with pure diesel operation.
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6
BTE
(%
)
BMEP ( bar)
1-CE-Diesel-27bTDC
CE-MOBD-27bTDC
CE-MOBD-29bTDC
CE-MOBD-31bTDC
CE-MOBD-33bTDC
CE-MOBD-34bTDC
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 84
Fig.3. Variation of BTE with BMEP in LHR engine at different injection timings with MOBD operation.
High cylinder temperatures helped in better evaporation and faster combustion of the fuel injected into the combustion chamber.
Reduction of ignition delay of the MOBD oil in the hot environment of the LHR engine improved heat release rates and
efficient energy utilization. Preheating of MOBD improved performance further in LHR version of the engine. The optimum
injection timing was found to be 29.5obTDC with LHR engine with normal MOBD. Since the hot combustion chamber of LHR
engine reduced ignition delay and combustion duration and hence the optimum injection timing was obtained earlier with LHR
engine when compared with CE with the MOBD operation.
It could be noticed from Figure 4, at optimum injection timing, BTE with LHR engine was higher than that of CE. Decrease of
combustion duration and better evaporation rates would help in increasing the efficiency of LHR engine.
Fig.4.Variation of BTE with BMEP in different versions of the engine at the recommended injection timing and optimum injection timing at an injection pressure of 190 bar with MOBD.
Injection pressure was varied from 190 bars to 270 bars to improve the spray characteristics and atomization of the MOBD and
injection timing was advanced from 27 to 34obTDC for CE and LHR engine. From Table-2, it was evident that BTE increased
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6
BTE
(%
)
BMEP (bar)
CE-Diesel-27bTDC
LHR-MOBD-27bTDC
LHR-MOBD-28bTDC
LHR-MOBD-29.5bTDC
LHR-MOBD-30bTDC
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6
BTE
(%
)
BMEP ( bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
LHR-MOBD-29.5bTDC
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 85
with increase in injection pressure in both versions of the engine at different operating conditions of the
MOBD. The improvement in BTE at higher injection pressure was due to improved fuel spray characteristics. However, the
optimum injection timing was not varied even at higher injection pressure with LHR engine, unlike the CE. Hence it was
concluded that the optimum injection timing was 33obTDC at 190 bar, 32
obTDC at 230 bar and 31
obTDC at 270 bar for CE.
The optimum injection timing for LHR engine was 29.5obTDC irrespective of injection pressure. Peak BTE was higher in LHR
engine when compared with CE with different operating conditions of the MOBD.
TABLE II
DATA OF PEAK BTE
Injection Timing
(o bTDC)
Test Fuel
Peak BTE (%)
Conventional Engine (CE) LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27 DF 28 -- 29 --- 30 -- 29 -- 30 -- 30.5 --
MOBD 28 29 29 30 30 31 29 30 30 31 31 32
29.5 DF 28.5 -- 29.5 -- 30.2 29.5 -- 30.5 -- 31 --
MOBD 29 30 30 30.5 30.5 31 31.5 32 32 32.5 32.5 33
30 DF 29 --- 30 -- 30.5 -- 29 -- 30 -- 30.5 --
MOBD 29.5 30 30 30.5 30.5 31 27 28 27.5 28 27.6 28
31 DF 29.5 -- 30 -- 31 -- -- -- -- -- -- --
MOBD 30 30.5 30.5 31 31 31.5 27
32 DF 30 30.5 30.5
MOBD 30.5 31 31 31.5 29.5 30 -- -- -- -- -- --
33 DF 31 31 30 --- -- -- -- -- -- -
MOBD 31 31.5 30 30.5 29.5 30 -- -- -- -- -- --
DF-Diesel Fuel, MOBD- Mohr oil based bio-diesel NT- Normal or Room Temperature , PT- Preheat Temperature
From Table-3 it is evident that BSEC at peak load reduced with the increase of injection pressure and with the advancing of the
injection timing at different operating conditions of the bio-diesel.
TABLE III
DATA OF BSEC AT PEAK LOAD OPERATION
Injection
Timing
(O bTDC)
Test
Fuel
BSEC (kW/ kW)
CE LHR Engine
Injection Pressure (Bars) Injection Pressure (Bars)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27
DF 4.00 -- 3.92 -- 3.84 -- 4.16 --- 4.08 -- 4.00 --
MOBD 4.80 4.60 4.60 4.55 4.55 4.50 3.84 3.80 3.80 3.76 3.76 3.72
29.5
D 3.92 --- 3.88 -- 3.84 -- 4.08 -- 4.00 -- 3.90 --
MOBD 4.60 4.55 4.55 4.50 4.50 4.45 3.82 3.78 3.78 3.74 3.74 3.70
31 DF 3.84 -- 3.80 -- 3.77 -- 3.86 3.85 3.84
MOBD 4.35 4.30 4.30 4.25 3.84 3.80
32
DF 3.82 --- 3.78 -- 3.79 -- -- -- -- -- -- --
MOBD 3.88 3.84 3.84 3.80 3.92 3.88 --- --- -- --- -- --
33 DF 3.77 -- 3.77 -- 3.84 --- -- ---- ---- ---- --- ---
MOBD 3.84 3.80 3.88 3.84 4.15 4.05 - --- -- -- - ----
Esterification reduced the viscosity and increased the cetane number. Preheating of the vegetable oils improved the
performance in both versions of the engine compared to the bio-diesel at normal temperature. Preheating reduced the viscosity
of the bio-diesel, which reduced the impingement of the fuel spray on combustion chamber walls, causing efficient combustion
thus improving BSEC.
Figure 5 indicates that CE with MOBD at the recommended injection timing recorded higher EGT at all loads compared with
CE with pure diesel operation. Lower heat release rates and retarded heat release associated with high specific energy
consumption caused increase in EGT in CE
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 86
Fig.5 Variation of exhaust gas temperature (EGT) with BMEP in CE and LHR engine at recommend injection timing and optimized injection timings with
MOBD operation.
Ignition delay in the CE with different operating conditions of MOBD increased the duration of the burning phase. LHR engine
recorded lower value of EGT when compared with CE with MOBD operation. This was due to reduction of ignition delay in the
hot environment with the provision of the insulation in the LHR engine, which caused the gases expanded in the cylinder giving
higher work output and lower heat rejection. This showed that the performance improved with LHR engine over CE with
MOBD operation. The magnitude of EGT at peak load decreased with advancing of injection timing and with increase of
injection pressure in both versions of the engine with MOBD. Preheating of MOBD further reduced the magnitude of EGT,
compared with normal MOBD in both versions of the engine. From the Table-4, it is evident that EGT decreased with increase
in injection pressure and injection timing with both versions of the engine, which confirmed that performance increased with
increase of injection pressure. Preheating of MOBD decreased EGT in both versions of the engine
TABLE IV
DATA OF EGT AT PEAK LOAD OPERATION
Curves from Figure 6 indicate that that coolant load (CL) increased with BMEP in both versions of the engine with test fuels.
However, CL reduced with LHR version of the engine with biodiesel operation when compared with CE with pure diesel
operation.
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
0 1 2 3 4 5 6
EGT(
oC
)
BMEP (bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
LHR-MOBD-29.5bTDC
Injection
timing (o b TDC)
Test Fuel
EGT at the peak load (oC)
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27
DF 425 -- 410 --- 395 -- 460 --- 450 -- 440 --
MOBD 450 430 430 410 410 390 440 420 420 400 400 380
29.5 DF 415 -- 405 -- 395 -- 440 -- 430 -- 420
MOBD 430 410 410 390 370 350 420 400 400 380 380 360
30
DF 410 --- 400 -- 385 --- 460 --- 450 -- 440 --
MOBD 410 390 390 370 370 350 450 430 430 410 410 390
31
DF 400 --- 390 -- 375 --- 450 --- 445 --- 440 ---
MOBD 390 370 370 350 380 360 - - - - - -
32 DF 390 380 380 --
MOBD 370 350 390 370 380 360 - --- --- ---- --- -
33 DF 375 --- 375 --- 400 -- -- -- -- --- -- --
MOBD 360 340 380 360 370 360
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 87
Fig.6 Variation of Coolant load (CL) with BMEP in both versions of the engine at recommended and optimized injection timings with mohr oil based bio-diesel
(MOBD) operation at an injection pressure of 190 bar.
Heat output was properly utilized and hence efficiency increased and heat loss to coolant decreased with effective thermal
insulation with LHR engine. However, CL increased with CE with bio-diesel operation in comparison with pure diesel
operation on CE. This was due to concentration of fuel at the walls of combustion chamber. CL decreased with advanced
injection timing with both versions of the engine with test fuels. This was due to improved air fuel ratios. From
Table.5, it is noticed that CL decreased with advanced injection timing and with increase of injection pressure.
TABLE V
DATA OF CL AT PEAK LOAD OPERATION
This was because of improved combustion and proper utilization of heat energy with reduction of gas temperatures. CL
decreased with preheated bio-diesel in comparison with normal bio-diesel in both versions of the engine. This was because of
improved spray characteristics. From Figure 7, it is noticed that volumetric efficiency (VE) decreased with an increase of
BMEP in both versions of the engine. This was due to increase of gas temperature with the load. At the recommended injection
timing, VE in the both versions of the engine with MOBD operation decreased at all loads when compared with CE with pure
diesel operation. This was due increase of temperature of incoming charge in the hot environment created with the provision of
insulation, causing reduction in the density and hence the quantity of air with LHR engine. VE increased marginally in CE and
LHR engine at optimized injection timings when compared with recommended injection timings with MOBD. This was due to
decrease of un-burnt fuel fraction in the cylinder leading to increase in VE in CE and reduction of gas temperatures with LHR
engine.
0
1
2
3
4
5
0 1 2 3 4 5 6
CL
( k
W)
BMEP (bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
Injection timing
( o bTDC)
Test Fuel
Coolant Load (kW )
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27
DF 4.0 --- 3.8 -- 3.6 --- 4.5 --- 4.3 -- 4.1 ---
MOBD 4.4 4.2 4.3 4.1 4.2 4.0 3.6 3.4 3.4 3.2 3.2 3.0
29.5 DF 3.8 -- 3.6 --- 3.4 -- 4.3 -- 4.1 -- 3.9 --
MOBD 4.0 3.8 3.8 3.6 3.6 3.4 3.2 3.0 3.0 2.8 2.8 2.6
30
DF 3.6 -- 3.4 -- 3.2 --- 4.1 -- 3.9 --- 3.7 --
MOBD 3.8 3.6 3.6 3.4 3.4 3.2
31 DF 3.4 --- 3.2 --- 3.0 --
MOBD 3.6 3.4 3.4 3.2 3.3 3.1
32 DF 3.2 --- 3.0 --- 3.2 ---
MOBD 3.4 3.2 3.3 3.1 3.8 3.6
33 DF 3.0 --- 3.2 --- 3.4 ---
MOBD 3.3 3.1 3.4 3.2 3.5 3.3
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 88
Fig.7 Variation of volumetric efficiency (VE) with BMEP in CE and LHR engine at recommend injection timing and optimized injection timings with mohr oil
based bio-diesel (MOBD) operation.
From the Table-6, it could be observed that VE increased marginally with the advancing of the injection timing and with the
increase of injection pressure in both versions of the engine. This was due to better fuel spray characteristics and evaporation at
higher injection pressures leading to marginal increase of VE. This was also due to the reduction of residual fraction of the fuel,
with the increase of injection pressure.Table-4 showed the variation of VE with injection pressure and injection timing at
different operating conditions of MOBD with different configurations of the engine. Preheating of the MOBD marginally
improved VE in both versions of the engine, because of reduction of un-burnt fuel concentration with efficient combustion,
when compared with the normal temperature of bio-diesel.
TABLE VI DATA OF VOLUMETRIC EFFICIENCY AT PEAK LOAD OPERATION
B. Exhaust Emissions
Figure 8 indicates that the value of smoke intensity increased from no load to full load in both versions of the engine. During the
first part, the smoke level was more or less constant, as there was always excess air present. However, in the higher load range
there was an abrupt rise in smoke levels due to less available oxygen, causing the decrease of air-fuel ratio, leading to
70
75
80
85
90
95
100
0 1 2 3 4 5 6
VE
(%)
BMEP ( bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
Injection timing (
o bTDC)
Test Fuel
Volumetric efficiency (%)
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27
DF 85 -- 86 -- 87 -- 78 -- 80 -- 82 --
MOBD 83 84 84 85 85 86 77 78 78 79 79 80
29.5 DF 85.5 86.5 87.5 78.5 80.5 82.5
MOBD 84 84 84 85 85 86 79 80 80 81 81 82
30
DF 86 -- 87 -- 88 --- 76 -- 77 -- 78 --
MOBD 85 85 85 86 86 87 78 79 79 80 80 81
31 DF 87 -- 87.5 -- 89 -- 77 78 -- 79 --
MOBD 86 86 86 87 88 89 -- -- -- -- -- --
32 DF 87.5 -- 88 -- 87 -- - -- - -- -- -
MOBD 87 87 88 89 84 85 -- -- -- -- -- --
33 DF 89 -- 89 -- 86 -- -- -- -- -- -- --
MOBD 88 89 87 88 86 87
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 89
incomplete combustion, producing more soot density. The variation of smoke levels with BMEP, typically
showed a U-shaped behavior due to the pre-dominance of hydrocarbons in their composition at light load and of carbon at high
load. Drastic increase of smoke levels was observed at the peak load operation in CE at different operating conditions of the
MOBD, compared with pure diesel operation on CE. This was due to the higher magnitude of the ratio of C/H of biodiesel (0.7)
when compared with pure diesel (0.45). The increase of smoke levels was also due to decrease of air-fuel ratios and VE with
MOBD compared with pure diesel operation. Smoke levels were related to the density of the bio-diesel. Since MOBD has
higher density compared to diesel fuels, smoke levels are higher with MOBD. However, LHR engine marginally reduced smoke
levels due to efficient combustion and less amount of fuel accumulation on the hot combustion chamber walls of the LHR
engine at different operating conditions of the MOBD compared with the CE. Density influences the fuel injection system.
Fig.7 Variation of smoke intensity in Hartridge Smoke Unit (HSU) with BMEP in CE and LHR engine at recommend injection timing and optimized injection
timings with MOBD
Decreasing the fuel density tends to increase spray dispersion and spray penetration. Preheating of the MOBD reduced smoke
levels in both versions of the engine, when compared with normal temperature of the MOBD. This was due to i) the reduction
of density of the MOBD, as density was directly proportional to smoke levels, ii) the reduction of the diffusion combustion
proportion in CE with the preheated MOBD, iii) the reduction of the viscosity of the MOBD, with which the fuel spray does not
impinge on the combustion chamber walls of lower temperatures rather than it directed into the combustion chamber.
From Table-7, it is evident that smoke levels decreased with increase of injection timings and with increase of injection
pressure, in both versions of the engine, with different operating conditions of the MOBD. This was due to improvement in the
fuel spray characteristics at higher injection pressures and increase of air entrainment, at the advanced injection timings, causing
lower smoke levels. TABLE VII
DATA OF SMOKE LEVELS IN HARTRIDGE SMOKE UNIT (HSU) AT PEAK LOAD OPERATION
0
10
20
30
40
50
60
70
0 1 2 3 4 5 6
Smo
ke In
ten
sity
(H
SU)
BMEP ( bar )
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDCCE-MOBD-33bTDC
LHR-MOBD-29.5bTDC
Injection timing
( o bTDC)
Test Fuel
Smoke intensity (HSU)
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27 DF 48 -- 38 -- 34 -- 55 -- 50 -- 45 --
MOBD 60 55 55 50 50 45 53 45 45 37 37 30
29.5 DF 40 -- 36 -- 34 52 48 43
MOBD 55 50 50 45 45 40 35 25 28 26 26 22
30
DF 36 -- 34 -- 32 -- 45 -- 42 -- 41 --
MOBD 50 45 45 40 39 36 50 45 45 40 40 35
31
DF 33 --- 32 -- 30 -- 43 -- 41 -- 40 --
MOBD 45 40 40 38 38 33 -- -- -- -- -- -
32
DF 32 -- 31 -- 32 -- -- -- -- --- -- --
MOBD 40 35 38 33 40 35 -- -- -- -- --- -
33 DF 30 --- 30 -- 35 -- - -- -- -- -- --
MOBD 38 33 42 37 46 42
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 90
Figure 9 shows that NOx levels were lower in CE while they were higher in LHR engine at different operating conditions of the
MOBD at the peak load when compared with diesel operation. This was due to lower heat release rate because of high duration
of combustion causing lower gas temperatures with the MOBD operation on CE, which reduced NOx levels. Increase of
combustion temperatures with the faster combustion and improved heat release rates in LHR engine caused higher NOx levels.
As expected, preheating of the MOBD decreased NOx levels in both versions of the engine when compared with the normal
MOBD. This was due to improved air fuel ratios and decrease of combustion temperatures leading to decrease NOx emissions
in the CE and decrease of combustion temperatures in the LHR engine with the improvement in air-fuel ratios leading to
decrease NOx levels in LHR engine.
Fig.9 Variation of NOx levels with BMEP in CE and LHR engine at recommend injection timing and optimized injection timings with MOBD operation.
From Table-8, it is noticed that NOx levels increased with the advancing of the injection timing in CE with different operating
conditions of MOBD.
TABLE VIII
DATA OF NOX LEVELS AT PEAK LOAD OPERATION
Injection
timing
(o b TDC)
Test
Fuel
NOx levels (ppm)
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27 DF 850 ---- 810 ---- 770 --- 1300 -- 1280 -- 1260 --
MOBD 800 750 750 700 700 650 1080 1000 1030 950 980 900
29.5 DF 900 -- 860 -- 820 --
MOBD 1000 950 950 900 900 850 1000 920 920 840 840 760
30 DF 935 --- 900 --- 860 -- 1225 -- 1205 -- 1185 --
MOBD 1050 1000 1000 900 900 850 1000 950 950 900 900 850
31
DF 1020 --- 980 --- 940 --- 1150 -- 1130 -- 1110 --
MOBD 1150 1100 1100 1050 950 900 -- -- -- -- -- --
32
DF 1105 ---- 1060 --- 1020 --- -- -- -- -- -- --
MOBD 1250 1200 1200 1150 1000 950 -- - -- -- -- -
33 DF 1190 ---- 1150 --- 1110 --- -- -- -- -- -- -
MOBD 1350 1300 1400 1350 1350 1300
0
200
400
600
800
1000
1200
1400
1600
0 1 2 3 4 5 6
NO
x(p
pm
)
BMEP (bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
LHR-MOBD-29.5bTDC
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 91
Residence time and availability of oxygen had increased, when the injection timing was advanced with the
MOBD operation, which caused higher NOx levels in CE. However, NOx levels decreased with increase of injection pressure in
CE. With the increase of injection pressure, fuel droplets penetrate and find oxygen counterpart easily. Turbulence of the fuel
spray increased the spread of the droplets which caused decrease of gas temperatures marginally thus leading to decrease in
NOx levels. Marginal decrease of NOx levels was observed in LHR engine, due to decrease of combustion temperatures, which
was evident from the fact that thermal efficiency was increased in LHR engine due to the reason sensible gas energy was
converted into actual work in LHR engine, when the injection timing was advanced and with increase of injection pressure.
C. Sound Intensity
Figure 10 indicates at recommended injection timing, sound intensities drastically increased in CE with MOBD operation in
comparison with CE with pure diesel operation. This was due to deterioration in the performance of MOBD operation on CE.
High viscosity, poor volatility and high duration of combustion caused improper combustion of MOBD leading to generate high
sound levels. LHR engine decreased sound intensity when compared with pure diesel operation on CE. This was because of hot
environment in LHR engine improved combustion of MOBD. When injection timings were advanced to optimum, sound
intensities were reduced for both versions of the engine, due to early initiation of combustion.
Fig.10 Variation of sound intensity with BMEP in CE and LHR engine at recommend injection timing and optimized injection timings with MOBD
Table 9 denotes that the Sound intensity decreased with increase of injection pressure for both versions of the engine with the
test fuels. This was due to improved spray characteristic of the fuel, with which there was no impingement of the fuel on the
walls of the combustion chamber leading to produce efficient combustion.
TABLE IX
DATA OF SOUND INTENSITY AT PEAK LOAD OPERATION
20
30
40
50
60
70
80
90
100
0 1 2 3 4 5 6
Sou
nd
Inte
nsi
ty (
De
cib
als)
BMEP ( bar)
CE-Diesel-27bTDC
CE-MOBD-27bTDC
LHR-MOBD-27bTDC
CE-MOBD-33bTDC
LHR-MOBD-29.5bTDC
Injection timing
( o bTDC)
Test
Fuel
Smoke intensity (HSU)
CE LHR Engine
Injection Pressure (Bar) Injection Pressure (Bar)
190 230 270 190 230 270
NT PT NT PT NT PT NT PT NT PT NT PT
27 DF 85 80 95 95 90 85
MOBD 90 85 88 83 86 81 80 75 75 70 70 65
29.5 DF 83 81 79 90 85 80
MOBD 87 82 82 77 81 76 65 60 60 55 55 50
30
DF 80 78 77 87 82 77
MOBD 84 79 82 77 80 75 75 70 70 65 65 60
31
DF 78 77 75 84 79 74
MOBD 82 77 80 75 75 70 -- -- -- -- -- --
32
DF 76 75 76 80 75 70
MOBD 80 75 75 70 80 75
33 DF 75 76 77
MOBD 75 70 80 75 82 77
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 92
Sound intensity decreased with increase of injection pressure for both versions of the engine with the test fuels.
This was due to improved spray characteristic of the fuel, with which there was no impingement of the fuel on the walls of the
combustion chamber leading to produce efficient combustion.
At recommended injection timing, MOBD operation on CE produced high levels of sound intensity as combustion was
deteriorated due to high viscosity and poor volatility of the fuel and high duration of combustion. However, LHR engine with
MOBD operation produced low levels of sound intensity due to the efficient combustion in the hot environment provided by
LHR engine. However, when injection timing was advanced to the respective optimum injection timing, combustion improved
in both versions of the engine leading to generate low levels of sound. Preheated MOBD reduced sound levels as preheated oil
reduced viscosity and improved atomization characteristics of the fuel.
D. Combustion Characteristics
From Table-10, it could be observed peak pressures were lower in CE while they were higher in LHR engine at the
recommended injection timing and pressure, when compared with pure diesel operation on CE. This was due to increase of
ignition delay, as MOBD require large duration of combustion. Mean while the piston started making downward motion thus
increasing volume when the combustion takes place in CE. LHR engine increased the mass-burning rate of the fuel in the hot
environment leading to produce higher peak pressures. The advantage of using LHR engine for MOBD was obvious as it could
burn low cetane and high viscous fuels. Peak pressures increased with the increase of injection pressure and with the advancing
of the injection timing in both versions of the engine, with the MOBD operation. Higher injection pressure produced smaller
fuel particles with low surface to volume ratio, giving rise to higher PP. With the advancing of the injection timing to the
optimum value with the CE, more amount of the fuel accumulated in the combustion chamber due to increase of ignition delay
as the fuel spray found the air at lower pressure and temperature in the combustion chamber. When the fuel- air mixture burns, it
produces more combustion temperatures and pressures due to increase of the mass of the fuel. With LHR engine, peak
pressures increases due to effective utilization of the charge with the advancing of the injection timing to the optimum value.
The magnitude of TOPP decreased with the advancing of the injection timing and with increase of injection pressure in both
versions of the engine, at different operating conditions of MOBD. TOPP was more with different operating conditions of
MOBD in CE, when compared with pure diesel operation on CE. This was due to higher ignition delay with the MOBD when
compared with pure diesel fuel. This once again established the fact by observing lower peak pressures and higher TOPP, that
CE with MOBD operation showed the deterioration in the performance when compared with pure diesel operation on CE.
Preheating of the MOBD showed lower TOPP, compared with MOBD at normal temperature. This once again confirmed by
observing the lower TOPP and higher PP, the performance of the both versions of the engine improved with the preheated
MOBD compared with the normal MOBD.
TABLE X
DATA OF PP, MRPR, TOPP AND TOMRPR AT PEAK LOAD OPERATION
Injection timing
(obTDC)/
Test fuel
Engine version
PP(bar)
MRPR (Bar/deg)
TOPP (Deg) TOMRPR (Deg)
Injection pressure (Bar)
Injection pressure (Bar)
Injection pressure (Bar)
Injection pressure (Bar)
190 270 190 270 190 270 190 270
NT PT NT PT NT PT NT PT NT PT NT PT NT PT NT PT
27/Diesel CE 50.4 -- 53.5 --- 3.1 --- 3.4 -- 9 - 8 -- 0 0 0 0
LHR 48.1 -- 53.0 -- 2.9 -- 3.1 -- 10 -- 9 -- 0 0 0 0
27/
MOBD
CE 46.5 47.8 49.9 50.6 2.6 2.7 2.8 2.9 11 10 11 10 1 1 1 1
LHR 57.5 58.6 60.6 61.8 3.3 3.4 3.6 3.7 10 9 10 9 1 1 1 1
29.5/MOBD LHR 61.75 62.88 63.1 64.88 3.55 3.6 3.67 3.78 8 8 8 8 0 0 0 0
33/MOBD CE 54.3 55.4 3.4 3.5 9 9 0 0
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 93
This trend of increase of MRPR and decrease of TOMRPR indicated better and faster energy substitution and
utilization by MOBD, which could replace 100% diesel fuel. However, these combustion characters were within the limits
hence the MOBD could be effectively substituted for diesel fuel.
IV. CONCLUSIONS
MOBD operation at 27obTDC on CE showed the deterioration in the performance, while LHR engine showed compatible
performance, when compared with pure diesel operation on CE. Preheating of the MOBD improved performance when
compared with normal MOBD in both versions of the engine. Improvement in the performance was observed with the
advancing of the injection timing and with the increase of injection pressure with the MOBD operation on both versions of the
engine. CE with MOBD operation showed the optimum injection timing at 33obTDC, while the optimum injection for LHR
engine was at 29.5obTDC at an injection pressure of 190 bars. At the recommended injection timing and pressure, MOBD
operation on CE showed compatible BTE, increased BSEC by 20%, increased CL by 10%, decreased VE by 2%, increased
smoke levels by 25%, decreased NOx levels by 6%, increased sound intensity by 6% in comparison with pure diesel operation
on CE. At recommended injection timing and pressure, MOBD operation on LHR engine increased peak BTE by 4%,
decreased BSEC by 16%, decreased CL by 10%, decreased VE by 9%, increased smoke levels by 10%, increased NOx levels
by 27%, decreased sound intensity by 6% when compared with pure diesel operation on CE. Preheating of the MOBD
decreased smoke levels and NOx levels slightly in both versions of the engine. CE with MOBD operation decreased smoke
levels and increased NOx levels, while LHR engine decreased smoke and NOx levels with the advancing of the injection
timing. With increase in injection pressure, smoke and NOx levels decreased in both versions of the engine. Performance
parameters and exhaust emissions improved with advanced injection timing and increase of injection pressure with both
versions of the engine at different operating conditions of the MOBD operation. Lower peak pressures and more TOPP were
observed with normal MOBD in CE. LHR engine with MOBD operation increased PP and decreased TOPP when compared
with CE. Preheating increased PP and decreased TOPP when compared with normal MOBD operation on both versions of the
engine. Lower peak pressures were observed in CE, while higher peak pressures in the LHR engine with MOBD operation at
the recommended injection timing and pressure.
ACKNOWLEDGMENTS
Authors thank authorities of Chaitanya Bharathi Institute of Technology, Hyderabad for providing facilities for carrying out
research work. Financial assistance provided by All India Council for Technical Education (AICTE), New Delhi, is greatly
acknowledged.
REFERENCES
[1] Senthil Kumar, M., Kerihuel, A., Bellettre, J. and Tazerout, M., ―Experimental investigations on the use of preheated animal fat as fuel in a compression
ignition engine‖, Renewable Energy, vol.30, pp.2314-2323, 2005.
[2] Agarwal, D., Agarwal, A.K., ―Performance and emissions characteristics of jatropha oil (preheated and blends) in a direct injection compression
ignition engine‖, Int. J. Applied Thermal Engineering, vol. 27, pp. 2314-23, 2007.
[3] Baiju, B., Naik, M.K. and Das, L.M., ―A comparative evaluation of compression ignition engine characteristics using methyl and ethyl esters of karanja oil‖, Renewable energy, vol. 34, pp. 1616-1621, 2009.
[4] Canaker, M., Ozsezen, A.N. and Turkcan, A., ―Combustion analysis of preheated crude sunflower oil in an IDI diesel engine‖, Biomass Bio-energy, vol.
33, pp.760-770, 2009. [5] Misra, R.D. and Murthy, M.S. (2010). Straight vegetable oils usage in a compression ignition engine—A review. Renewable and Sustainable Energy
Reviews, 14, 3005–3013.
[6] Murali Krishna, M.V.S., ―Performance evaluation of low heat rejection diesel engine with alternate fuels‖, PhD Thesis, J. N. T. University, Hyderabad, 2004.
[7] Raheman, H., Ghadege, S.V., ―Performance of compression ignition engine with mahua bio diesel‖, Fuel, vol.86, pp.2568- 2573, 2007.
[8] Banapurmath, N.R., Tewari, P.G. and Hosmath, R.S., ―Performance and emission characteristics of direct injection compression ignition engine operated on honge, jatropha and sesame oil methyl ester‖, Journal of Renewable energy, vol. 3, pp.1982-1988, 2008.
[9] Murat, K., Gokhan, Ergen and Murat, H., ―The effects of preheated cottonseed oil methyl ester on the performance and exhaust emissions of a diesel
engine‖, Applied Thermal Engineering, vol.28, pp.2136-2143, 2008 [10] Murugesan, A., Umarani, C., Subramanian,R. and Nedunchezhian, N., ―Bio-diesel as an alternate fuel for diesel engines‖, Renewable and Sustainable
Energy Reviews, vol.13 (3), pp.653-662, 2009. [11] Sahoo, P.K., Das, L.M.,Babu, M.K.G., Arora, P., Singh, V.P., Kumar, N,R. and Varyani, T.S., ―Comparative evaluation of performance and emission
characteristics of jatropha, curanja and polanga based biodiesel as fuel in tractor engine‖, Fuel, vol.88(9), pp.1698-170, 2009..
[12] Venkatramn. and Devaradjane, G., ―Experimental investigation of performance and emission characteristics of diesel-pungam oil, methyl esters diesel blends fueled DI engine at optimum engine operating parameters‖, International Journal of Green energy and env, vol.1, pp.7-12, 2010.
[13] Ridvan Arsian., ―Emission characteristics of diesel engine using waste cooking oil as biodiesel fuel‖, African Journal of Bio- Technology, vol.10 (9),
pp.3790-3794, 2011. [14] Rasim, B., ―Performance and emission study of waste anchovy fish biodiesel in a diesel engine‖, Fuel Processing Technology, vol. 92, pp.1187-
1194, 2011.
IJIRSET 2319 – 8753
International Journal of Innovative Research in Science, Engineering and Technology Vol. 1, Issue 1, November 2012
Copyright to IJIRSET www.ijirset.com 94
[15] Parlak, A., Yasar, H. and Eldogan O., ―The effect of thermal barrier coating on a turbocharged Diesel engine performance and exergy potential of
the exhaust gas‖, Energy Conversion and Management, vol. 46(3), pp.489–499, 2005.
[16]Ekrem, B., Tahsin, E. and Muhammet, C., ―Effects of thermal barrier coating on gas emissions and performance of a LHR engine with different injection timings and valve adjustments‖, Journal of Energy Conversion and Management, vol. 47, pp.1298-1310, 2006.
[17] Ciniviz, M., Hasimoglu, C., Sahin, F. and Salman, M. S., ―Impact of thermal barrier coating application on the performance and emissions of a
turbocharged diesel engine‖, Proceedings of The Institution of Mechanical Engineers Part D-Journal Of Automobile Engineering, 222 (D12), 2447–2455, 2008.
[18]Kesava Reddy, Ch., Murali Krishna, M.V.S., Murthy, P.V.K. and Ratna Reddy, T. ―Performance evaluation of a low grade low heat rejection diesel engine with crude jatropha oil‖, International Scholarly Research Network (ISRN) Renewable Energy, 2012, Article ID 489605, 1-10, 2012.
[19]Can Haşimoğlu, Murat Ciniviz, Adnan Parlak, İbrahim Özsert, and Yakup İçingür., ―Part load performance characteristics of a low-heat rejection diesel
engine fueled with bio-diesel‖, J. Energy Eng. Vol. 3(2), pp.37-42, 2011. [20] Hanbey Hazar., ―Effects of bio-diesel on a low heat loss diesel engine‖, Renewable Energy, 34, 1533–1537, 2009.
[21]Modi, A.J. and Gosai, D.C.,‖Experimental study on thermal barrier coated diesel engine performance with blends of diesel and palm bio-diesel‖, SAE
International Journal of Fuels and Lubricants, 3 (2), 246-259, 2010 [22]Rajendra Prasath, B., P. Tamilporai, P. and Mohd. Shabir, F., ―Analysis of combustion, performance and emission characteristics of low heat rejection
engine using biodiesel‖, International Journal of Thermal Sciences, 49, 2483-2490, 2010.
[23]MohamedMusthafa, M., Sivapirakasam, S.P. and Udayakumar.M. , ―Comparative studies on fly ash coated low heat rejection diesel engine on performance and emission characteristics fueled by rice bran and pongamia methyl ester and their blend with diesel‖, Energy, 36(5).2343-2351, 2011.
[24]Can Haşimoğlu, Murat Ciniviz, Adnan Parlak, İbrahim Özsert, and Yakup İçingür , ―Part load performance characteristics of a low-heat rejection diesel
engine fueled with bio-diesel‖, J. Energy Eng. 3 (2), 37-42, 2011. [25]Krishna Murthy,P.V., ―Studies on biodiesel in low heat rejection diesel engine‖, PhD Thesis, J.N.T. University, Hyderabad, 2010.
Biography
T.Ratana Reddy received his B.Tech degree in Mechanical Engineering and the M.Tech. Degree in Production Engineering and
CAD/CAM.. He was a teaching assistant, assistant professor, and presently working as Assistant professor with Department of
Mechanical Engineering, CBIT affiliated to Osmania University, Hyderabad. His research interests include IC Engines, Alternative fuels, Combustion and renewable energy. At present, He is engaged in alternative fuels research work. He published more than 5
papers in national and International journals and attended several national and international conferences.
M.V.S.Murali Krishna received his B.Tech degree in Mechanical Engineering from K.L.C of Engineering, India, in 1985, the M.E. degree in Production Engineering from College of Engineering Osmania University, Hyderabad, India in 1992, and the Ph.D. degree
in Thermal engineering from JNT University Hyderabad, Andhra Pradesh, India, in 2006. He was a teaching assistant, assistant
professor, associate professor, and presently working as professor with Department of Mechanical Engineering, CBIT affiliated to Osmania University. His research interests include IC Engines, Alternative fuels, Combustion and renewable energy. At present, He is
engaged in alternative fuels research work. He published more than 90 papers in national and International journals and attended
several national and international conferences.
Ch. Kesava Reddy received his B.Tech degree in Mechanical Engineering and the M.Tech. Degree in Thermal Engineering.. He was a
teaching assistant, assistant professor, and presently working as Assistant professor with Department of Mechanical Engineering,
MGIT affiliated to JNT University, Hyderabad. His research interests include IC Engines, Alternative fuels, Combustion and renewable energy. At present, He is engaged in alternative fuels research work. He published more than 5 papers in national and
International journals and attended several national and international conferences.
P.V.Krishna murthy received his AMIE degree in Mechanical Engineering from Institute of Engineers (India), India, in 1983, the M.Tech. degree in Production Engineering from JNT University, Hyderabad, India in 1988 and the Ph.D. degree in Thermal
engineering from JNT University Hyderabad, Andhra Pradesh, India, in 2010. He Worked 13 years in different capacities from
ASSISTANT PROFESSOR to PROFESSOR, Presently working as Principal Vivekananda Institute of Science & Information Technology, Shadnagar, Mahabubnagar Dist., Andhra Pradesh, India. Previously he worked 20 years in various positions in Hindustan
Machine Tools (HMT Ltd) a Public Sector Company and took VRS in December 2000. His research interests include IC Engines,
Alternative fuels, Combustion and renewable energy. At present, He is engaged in alternative fuels research work. He published more than 60 papers in various International and National Journals. He attended various International and National conferences.